Railway draft rigging



`H J. LoUNsBURY RAILWAY DRAFT R'IGGING Aug. 15, 1933.

Filed Aug. l0, 1931 2 Sheets-Sheet l Aug- 15, 1933 H. J. LQUNSBURY 1,922,703

RAILWAY DRAFT RIGGING Filed Aug. l0, 1931 2 Sheets-Sheet 2 Ime/:fdr HarveyJLarUcsazy 5.9 Jtzjzf.

Patented Aug. 15, 1933 RAILWAY DRAFT RIGGING Harvey J. Lounsbury, Glen Ellyn, Ill., assignor to W. H. Miner, Inc., Chicago, Ill., a Corporation of Delaware Application August 10, 1931. serial No. 556,175

13 Claims.

This invention relates to improvements in rail- Way draft riggings.

One object of the invention is to provide in a friction shock absorbing mechanism of the type having longer travel in buff than in draft,

means for restricting the draft movement by directly arresting movement of the spreading means of the friction system, thereby relieving the friction casing from bursting strains. A more specific object of the invention is to provide a friction shock absorbing mechanism including a friction shell and cooperating friction means comprising a wedge spreading element adapted to receive the actuating force, together with means for limiting the relative movement of the friction means-and shell to less in draft than in buff, by stop means against which the wedge spreading element is buttressed at the end of the draft stroke of the mechanism, thereby positively limiting the spreading force of the wedge and relieving the friction shell from bursting forces.

Another object of the invention is to provide simple and efficient means of the character indicated in the preceding paragraph, comprising a key extending through the friction shell and serving as stop means for holding the frictionl shell against movement in draft and also limiting the compression of the friction shock absorbing mechanism in draft by restricting movement of the wedge member of the friction means inwardly of the shell through the medium of a solid column. member in the form of a pressuretransmitting block engaging the stop key and inner end of the wedge.

Another object of the invention is to provide a simple and efficient friction shock absorbing mechanism of that type having longer travel in buff than in draft, so designed as to be readily applied to a railway car having the usual underframe structure, wherein the usual stop means which cooperates with the coupler key is relieved from strain in draft by transmission of the draft force to a rugged stop member which replaces the usual front stop means of the draft rigging.

Other and further objects of the invention will more clearly appear from the description and claims hereinafter following.

In the drawings forming a part of this specification, Figure 1 is a horizontal, longitudinahsectional view through the underframe structure of a railway car, illustrating my improvements in connection therewith. Figure 2 is a vertical, lonf5 gitudinal, sectional view corresponding substantially to the line 2-2 of Figure 1. Figure 3 is a (Cl. Z13- 22) rear elevational View of the friction shock absorbing mechanism proper, employed in connection with my improvements. Figures 4 and 5 are transverse vertical sectional views corresponding respectively to the lines 4 4 and 5-5 of Figure 2. And Figure 6 is a detailed perspective View of a pressure-transmitting block employed in connection with my improved friction shock absorbing mechanism.

In said drawings, 10-10 indicate channelshaped center or draft sills of a railway car and 1l the striking casting. The striking casting has the usual carry iron 12 associated therewith. The sills 10-10 are provided with cheek plates 13-l3 having aligned coupler key guide slots 14-14 and additional aligned slots 15-15 rearwardly of the coupler key slots. The coupler, which is indicated by 16, is of the usual form and the head thereof is broken away. A horizontal yoke 17 is employed in connection with the 75 mechanism and is operatively connected to the coupler 16 by means of a coupler key 18. The rear stop of the draft rigging is formed by a combined stop and ller casting 19, which is secured to the sills. 80 In carrying out my invention, I preferably provide a shock absorbing mechanism of the friction type, which is disposed within the yoke 17. A front follower 20 and a rear follower 21 are also disposed within the yoke, and a stop key 22 cooperates with the friction shock absorbing mechanism in draft. Outward movement of the!y front follower 20 is limited by top and bottom from stops 23-23. f

My improved friction shock absorbing mechanism comprises broadly a combined friction casing and spring cage A; a wedge B; friction shoes C-C; a spring follower D; a pressure-transmitting stop block E cooperating with the stopkey 22; a main spring resistance comprising a plurality of springs F-F and G; an auxiliary spring H interposed between the friction shoes and the spring follower; and a retainer bolt K.

The yoke member 17 is connected to the coupler 16 by the key 18 so that the yoke is pulled outwardly with the coupler in draft, Vthereby `moving the rear follower 21 forwardly. The yoke rearwardly, the key 18 will slide in the yoke without affecting movement of the same. During the rearward movement of the coupler 16, the follower 20 will be forced inwardly toward the rear stop 19.

The friction casing A is in the form of a substantially rectangular box-like member open at the rear end and having a transverse front end wall 25 which bears on the front follower 20. At the open end, the side walls of the casing A are thickened, as indicated at 26S-26, and said thickened portions are provided with interior seats receiving retaining projections 27--2'lI on liners 28-28. The liners 28-28 present interior opposed, longitudinally extending friction surfaces 29--29 which converge inwardly of the mechanism. The friction surfaces 2.9--29 are preferably of V-shaped transverse section, as clearly shown in Figure 3. Rearwardly of the friction shell section of the casing, formed by the liners 28-28, the casing provides a spring cage within which the springs F-F and G are housed. The

springs F are preferably four in number and are arranged at the four corners of the casing. The spring G is disposed at the center of the friction casing and comprises inner and outer coils. As clearly shown in Figures l and 2, the spring G is shorter than the springs F-F.

The wedge B is in the form of a hollow block having the rear face thereof bearing on the rear follower 21. At the forward end, the wedge block B is provided with a pair of wedge faces 30-30 on oppositev sides thereof, which cooplcrate with the friction shoes C+C.l

The friction shoes C-C are of similar design, each having a V-shaped outer longitudinal friction surface 31 which cooperates with the friction surface 29 of the liner at the same side of the friction casing. On the inner side, each shoe has an enlargement 32 provided with a dat wedge face 33 which engages the wedge face'S'at the corresponding side of the block B. The inner end .of the enlargement of each shoe providesl a spring abutment farce for the rear end of the auxiliary spring I-I.

The spring followerD is in the form of a substantiallyviiat plate having forwardly projecting flanges 34-34 at opposite sides thereof, which V"are adapted to be engaged by the inner ends of the key 22 extends.

work in the slots 15-15 of the cheek plates and the friction shoes to restrict relative movement of the shoes and spring follower. y

The auxiliary spring H, as shown, preferably Icomprises two coils disposed at opposite sides of the mechanism and interposed between the platethe yoke 17 has the side arms thereof provided with aligned slots 36-36 through which the keyA .22 extends. As clearly showny in Figure l, the slots-l5-15 of the cheek plates, the slots 35-35 of the casing A and the slots 36-36 of the yoke arms are of such Aa length as to permit longitudinal movement of thekey 22 therein. Inthev normal position of the parts, which is shown in Figure 1, the front edge of the key 22 bears on the front end walls of the slots 15-15 vof theA cheek plates and the rear edge of the key bears on the rear end walls of the slots 35-35 of the casing A.

The pressure-transmitting block E is disposed A, that is, before the rear follower 2l comes into assuming that the coupler 16 is movable inwardcentrally of the mechanism and has an enlarged front end portion 37 which is transversely slotted, as indicated at 38, to accommodate the key 22 for movement lengthwise with respect to the same. The enlarged section 37 of the block E provides top and bottom transverse shoulders 35i-*39 which are adapted to engage the platelike section of the spring follower D, thereby limitingrearward movement of the block E with respect to said spring follower. The spring follower in turn has shouldered engagement with 'the rear ends of the liners 253-28, as indicated at flo-40 in Figure 2. As will be evident, the block E is thus held against rearward movement with respect to the casing A through the shouldered engagement of the spring follower with the liners of the casing. The smaller portion of the block E, which is vindicated Vby 41, extends through an opening 42 in the spring follower D and has the rear end thereof abutting the forward end of the wedge block B. As shown in Figure 2, the section 4l of the block E is disposed between the coils of the auxiliary spring H. The block E is secured to the wedge block kB by means of a bolt Kthe head of which is disposed within. an opening in the block E and has shouldered engagement with said block. The bolt K is secured to the wedge by means of a nut at the rear end thereof disposed within the hollow portion of the wedge. The slot in the block E through which the key 22 extends is of such a length that the front end wall ,of said slot will engage the rear of thekey 22 prior to full inward movement of the wedge block B with respectV to the casing engagement with the open end of the casing A. As will be evident, when the key 22 is held against forward movement in draft, the movement of the` wedge block B will be arrested by engagement of the block E with the key 22 before the mechanism is fully compressed so that the rear follower 22 will be spaced an appreiable distance rearwardly of the casingA. On the other hand, when the casing A is moved rearwardly of the rigging during a bufng action, the same moves relatively to the key 22 during the first part of the compression stroke, such movement being permitted by the elongated slots 3o-35 of the casing. After the movement permitted by these slots has been taken up, the key 22 is free to move rearwardly in the slots 15-15 of the cheek plates and the slots 36-36 of the yoke, thereballowing further relative movement between the casing A and the rear follower 2l so that the mechanism will befully compressed and movement of the friction means with respect to the casing limited by engagement of the rear end of the casing with the follower 2l.

The operation of my improved draft rigging,

ly in buff, is as follows: The front follower 20 will be forced inwardly with the coupler 16, thereby forcing the casing A rearwardly. Inasmuch as the sleek B is held against rearward movement by the follower 21, which in turn bears on the 149 rear end of the yoke 17 which is held against movement by the stop 19, the casing A will be forced rearwardly with respect to the wedge B vand a wedging action will be set up between the wedge and the shoes C-C, The shoes will thus ends of the friction shoes quickly engage the projecting flanges of the spring follower D. Upon the springfollowei-D being engaged by the shoes during the V'further rearward movement of the casing A, the springs F-F will be compressed.

Inasmuch as the spring G is spaced from the inner end of the pressure-transmitting block in the normal position of the parts, the spring G will not be compressed until the clearance has been taken up. During the last part of the compression s'troke in buff, the spring -G will be compressed against the block E, thus augmenting the resistance. As heretofore pointed out,f-the'compres sion stroke of the mechanism in buff is positively limited by engagement of the rear end of the casing A with the rear follower 21, the casing then acting as a solid column to transmit the load.

In a draft action, the yoke 17 will be pulled outwardly, moving the rear follower 2l therewith. Inasmuch as the wedge block B bears directly on the follower 2l, the same will be carried forwardly therewith. As heretofore pointed out, in the normal position of the parts, the key 22 is held against forward movement by engagement with the stop means formed by the front end walls of theslots 15--15 of the cheek plates. As the rear edge of the key 22 normally bears on the rear end walls of the slots 35-35 of the casing A, the casing is held against forward movement during a draft action. As the wedge block B is pulled forwardly while the casing A remains stationary, the friction shoes C-C will be forced inwardly of the shell and spread apart laterally, as hereinbefore described, and the auxiliary spring H will first be compressed. After this, preliminary action, the shoes engage the spring follower D and force the latter inwardly of the casing, compressing the springs F-F- During the draft action, the movement of the wedge block B is limited by the pressure-transmitting block E, which finally engages the rear edge of the key 22. This arresting of movement of the wedge block will occur before the clearance between the end of the block E and the spring G is taken up. The spring G will thus not be compressed during the draft action. Upon completion of the draft stroke, the bleck'E will be buttressed against'the key 22, thereby holding the wedge B against further inward movement. The entire force is thus transmitted-through the wedge block B and the pressure-transmitting block E directly to the key `22, thereby preventing further spreading action of the wedge. will be obvious, the spreading forces acting on the casing are thus limited and burstingof the casing prevented.

From the preceding description taken' in connection with the drawings, it will be. evident that I have providedexceedingly simple and eflicient means for obtaining selective travel of a railway draft rigging wherein the bufng stroke is greater than the draft stroke, without substantially altering the construction of the underfranie structure, the coupler and associated parts of the draft rigging. Further, the arrangement of retaining means for the wedge and friction', shoes of the friction shock absorbing mechanism is complete in itself and maintains the parts assembled while handling in shipment and placing the same in position on the car, as weil as after the parts have been completely applied to the car.

While I have herein shown and described what I consider the preferred manner of carrying out my invention, the same is merely illustrative and I contemplate all changes and modificationsV ca ng to hold the saine against outwa.' ment in draft' friction means cooperat i; e f i VVes u l' a spreading member adapted to receive the actuating force; spring resistance means opposing movement of said friction means diy of the casing; and means having shoulcc engagement with said stop key for arresting movement of said wedge spreading member inwardly of the casing, means being rigid with said wedge spreading member.

2. In a draft rigging for railway cars, the combination with a friction casing open at the rear endfand having interior friction surfaces at said open end; of friction elements having sliding engagement with the friction surfaces of the casing; a spreading member adapted to receive the actuating force and force said friction elements against the friction surfaces and move the same inwardly of the` casing; a stop member held against movement with respect to the car in draft, said stop member extending through the friction casing; and a rigid extension on said wedge having shouldered engagement with the stop member to arrest movement of said spreading member in draft to limit the spreading action thereof.

3. In a draft rigging for railway cars having greater travel in buff Ythan in draft, the combination with a rear stop member; of a coupler; a yoke connected to the coupler for movement therewith in draft; a rear follower within the yoke having its rearward movement limited by said rear stop member; a friction casing within the yoke, said casing being open at the rear end and having interior friction surfaces at said open end, said casing being movable rearwardly in buff by inward movement of the coupler, said casing being normally spaced from the rear follower and engageable therewith to limit the compression stroke in buff; friction elements cooperating wlth the friction surfaces of the casing; a wedge member bearing on said rear follower and having wedging engagement with said elements; spring means within the casing opposing inward movement of the friction elements; a stop key extending through the casing and held against movement outwardly of the car in draft, said stop key having shouldered engagement with the casing to hold the casing 'l moverng with against outward movement in draft; and a rigidI extension on said wedge member having shouldered engagement with the stop key to limit movement of said wedge member inwardly of the casing in draft to less than the relative movement of the wedge member and casing in buff.

4. In a draft rigging for railway cars', the combination with a friction casing and front follower relatively movable with respect to each other, said casing having interior friction surfaces; of friction shoes slidable on said friction surfaces; a block having wedging engagement with the shoes and bearing at its outer end on said follower; a key extending through the casing and movable relatively thereto, said key being mov- GU. HU

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able to a limited extent with respect to the car in one direction, and normally held against movement with respect to the car in a reverse direction, said key normally having shouldered engagement with the casing to hold the same lagainst movement inv said last named direction;

and a rigid extension on said wedge and having an abutment face normally spaced from said key and adapted to engage the latter to limit inward movement of said wedge when the key is in said normal position. l

5. In a friction shock absorbing mechanism, the combination with a friction casing open at one end and having interior friction surfaces at said open end; of stop means for holding said casing against movement in one direction; friction shoes having sliding engagement with the friction surfaces of the casing; spring means within the casing opposing inward movement of the shoes; a pressuretransmitting block movable inwardly of the casing and having wedging engagement with the shoes; and a yrigid extension on said block adapted to engage said stop means to limit movement 'of the block inwardly of the casing while said casing is held against movement by the stop means.

6,.,In a friction shock absorbing mechanism, the combination with a friction casing open at one end and having interior friction surfaces at said open end; of friction shoes cooperating with said friction surfaces; a wedge block having wedging engagement with said shoes; spring resistance means yieldingly opposing movement of the shoes inwardly of the casing; a stop key extending transvcrseiy through the casing; and an extension at the inner end of said wedge block rigid with said block and having a shoulder thereon engageable with the stop key to limit inward movement ofsaid wedge block with respect to said key, said shoulder of said extension being normally spaced from said key.

7. In a friction shock 'absorbing mechanism, the combination with a friction casing open at one end and having interior frictionV surfaces at said open end; of friction shoes'cooperating with said friction surfaces; a wedge block having wedging engagement with said shoes; spring resistance means yieldingly opposing movement of the shoes inwardly of the casing; a stop key extending transversely through the casing; an extension at the inner end of said wedge block rigid with said block and having a shoulder thereon engageable with the stop key to limit inward movement of said wedge block with respect to the key, said shoulder of said `extension being normally spaced from said key; and means having shouldered engagement with said slotted extension limiting movement of said block outwardly of the casing.

8. In a friction shock absorbing mechanism, the combination with a frictionvcasing open at one end and having interior frictionsurfaces at said open end; of friction shoes cooperating with said friction surfaces; a wedge block having wedging engagement with said shoes; spring resistance means yieldingly opposing movement of the shoes inwardly of the casing; a stop key ei:- tending transversely through the casing; and a slotted preesule-transmitting block fixed to the inner end of said Wedge block, the slot of said pressure-transmitting block accommodating the stop key and permitting sliding relative move-A ment of said stop key and pressure-transmitting block in a direction toward each other, limited` by engagement of the key With one of the end Walls-of said slots. i f

9. In a'friction shock absorbing mechanism, the combination ywith a friction casing open at one end and having interior friction surfaces at said open'end, the side walls of said casing having transversely aligned slots inwardly of said friction surfaces; of a stop key extending through saidslots and having sliding movement therein lengthwise of the casing, movement of said key with respect to the casing being limited by engagement of the Vkey with the end walls of said slots; friction shoes slidable on the friction surfaces of the casing; a block having wedging engagement with the shoes; and a rigid pressuretransmitting block fixed to the inner end of the wedge block, said pressure-transmitting block having a transverse slot through which said key extends and within which said key has movement to a limited extent lengthwise of the mechanism with respect to the block.

10.In a friction shock absorbing mechanism, the combination with a friction casing open at one end and yhaving interior friction surfaces at said open end, the side walls of said casing having transversely aligned slots inwardly of said friction surfaces; of a stop key extending through said slots and having sliding movement therein lengthwise of the casing, movement lof said key with respect to the casing being limited by engagement of the key with the end walls of said slots; frictionV shoes slidable on the friction surfaces of the casing; a block having wedging engagement with the shoes; a rigid pressure-transmitting block fixed to the inner end' of the `wedge block, said pressure-transmitting block having a transverse slot through which said key extends and within which said key has movement to a limited extent lengthwise of the vmechanism with respect to the block; and additional spring resistance means normally spaced from the inner end of said pressure-transmitting block and engageable thereby to yieldingly oppose inwardV movement of the wedge.

11. In a draft rigging for railway cars, the combination with fixed rear stop means on the car; of a coupler; a yoke having a keyed connection with the coupler for moving the yoke outwardly in draft, said coupler being movable inwardly with respect to the yoke, and the inner end of said yoke .normally abutting the rear stop means; a rear follower and a friction casing within the yoke, said follower and casing being relatively movable toward and away from each other, said casing being open at the rear end and having interior friction surfaces at said open end; friction shoes having sliding engagement with said friction surfaces; a wedge block bearing on the rear follower and having wedging engagement with the shoes; a stop key extending transversely through the casing and yoke, said key being normally held against move- 'ment outwardly of the car and being movable inwardly with respect to the yoke and car, said key being normally in shouldered engagement with the casing'to hold the same against movement outwardly of the car and having relative movement with 'respect to the casing to permit movement ofthe casing with respect to the key inwardly of the car; and a pressure-transmitting block fixed to the inner end of they wedge, said pressure-transmitting block having a transverse slot accommodating said key, said pressure-transmitting block being movable with respect to the key to a limited extent to allow movement of the Wedge toward said key, said movement of the Wedge With respect to the key being limited by engagement of the rear end wall of the slot of the pressure-transmitting block with the rear edge of the key.

12. In a draft rigging for railway cars having greater compression in buff than in draft, the combination with a friction casing open at the rear end and having interior friction surfaces at said open end; of a stop key extending through the casing and held against movement in draft by engagement with fixed stop means on the car, said key having shouldered engagement with the casing to hold the same against outward movement in draft; friction means cooperating with the friction surfaces of the casing, said friction means including a spreading member adapted to receive the actuating force; spring resistance means opposing movement of said friction means inwardly of the casing; and a pressure-transmitting block engaged by said wedge and having shouldered engagement with said key for arresting movement of said pressure-transmitting block inwardly of the casing upon completion of the draft stroke of the mechanism.

13. In a draft rigging for railway cars having longer travel in buff than in draft, the combination with a friction casing open at the rear end and having interior friction surfaces at said open end; of friction means cooperating with said friction surfaces including a wedge block; spring resistance means within the casing opposing movement of said friction means inwardly of the casing; a rear follower engaging said wedge block and movable toward and away from the casing, said casing being moved toward the rear follower in buff and having its movement arrested by engagement with said follower, said follower being moved toward the casing in draft and forcing the wedge inwardly of the casing; and stop means against which said Wedge is forced draft for arresting the movement of the wedge in a position with the rear follower spaced from the open end of the casing.

HARVEY J. LOUNSBURY. 

